Internal combustion engine



Jan. 6, 1937. R. suczEK t INTERNAL COMBUSTION ENGINE Filed sept. 29, 195o 2 Sheets-Sheet l IlIIJVIIIIIIIIIIIIIIIIIIIIJ w M QW INVENTOR.

Jam-26, 1937. R SUCZEK 2,068,878

* INTERNAL coMBUsTloN ENGINE Filed Sept. 29, 1930 2 Sheets-Sheet 2 m wm .mm /Qw m NTE m .m /mm mm om 2 3 mm $1/ @m J f Q Nm. mm me @n S S m9 @mi a Patented Jan. 26, 1937 PATENT CFFICE INTERNAL COMBUSTION ENGINE Robert Suczek, Detroit, Mich. Application September 29, 1930, Serial No. 485,006

12 Claims.

One of the objects of my invention is to provide an improved and simplified supercharging blower impeller and housing, or a single stage blower delivering air of different pressure for scavenging and supercharging.

Another object of my invention is to provide means for efficient scavenging and supercharging a two cycle internal combustion engine, either a gasoline or Diesel engine.

My invention further consists in the combination of a scavenging poppet valve air inlet 4and piston controlled exhaust ports on opposite ends of a cylinder with valve controlled inlet ports for supercharging air, located at the same end of the cylinder as the exhaust ports.

With these and other objects in view, my invention consists in the arrangement, construction and combination of various parts of my new device and method of its operation, as described in the speciiications, claimed in the claims and illustrated in the accompanying drawings, in which:

Fig. l is a longitudinal fragmentary section through a cylinder of a radial aircraft engine and through a part of the supercharger, embodying my invention.

Fig. 2 is a part transverse fragmentary section through the engine, showing the attachment of the cylinder to the crank housing.

Fig. 3 is a sectional view along linefAA through the scavenging air intake chamber of the cylinder of Fig. l.

Fig. 4 is a fragmentary section through the crank housing along line BB of Fig. 2.

Fig. 5 is an axial view of the open end of a cylinder.

Fig. 6 is a longitudinal section through a cylinder of a wobble plate engine and through the supercharger.

Fig. '7 is a combination of four transverse sections through the four cylinders of the wobble plate engine as shown in Fig. 6.

In Fig. 1 the cylinder I is shown pressed against the crank case ring 2 on a conical or spherical seat 3 by wedges 4 and grooves 5. Grooves 5 are machined into the crank case cover 6 and ring 1 which are axially pressed towards each other by bolts 8. 9 is the crank shaft to which connecting rod I0 in the conventional way transmits the power from the piston II. The piston, it will be noticed, lhas a at head so as not to interfere with the turbulent motion of the charge within the cylinder. The piston is shown in its lowest position in which the exhaust ports are fully open. The cylinder (Cl. 12S-65) I is one piece with the cylinder head in which is placed centrally a poppet valve I3, which valve may be operated from the engine shaft in any conventional way by rod and rocker. The exhaust ports I2 communicate with the chamber I4 which may surround either a part (as shown) or the full circumference of the cylinder and which carries an exhaust nozzle I6 communicating with the nozzle box I'I of the turbine through pipe I5.

From nozzle box I'I the exhaust gases flow lo through one ,or several nozzles of any conventional or desirable Idesign, through which the exhaust gases flow towards the turbine vanes as they expand. After attaining a higher velocity, the gases flow into-the vane cavities which are indicated in Fig. 1 by a segmental shape at the periphery of the drum carried by hub 29. The exact form of the turbine vanes or bladesmay be anything conventional, the vanes indicated in Fig. 1 form the type of turbine known well to anybody versed in the art of turbines, which usually are termed as Pelton wheel buckets, or vanes. Since the turbine and the nozzles are not new and do not form a part of this invention they have not been shown in detail in the drawings.

Valve I3 controls the scavenging air inlet. Preferably it is located centrally to the cylinder axis or very close to it, and the valve receives air from the impeller I8 of the supercharging blower. The impeller I8 having vanes extending in radial direction from the axis of rotation, with the inlet or leading edges closer to the shaft 9 than the outlet or trailing edges at which the air leaves the impeller. Contrary to my copending application Ser, No. 476,999 filed August 22, 1930, the 35 impeller vanes are not stepped off, but the scavenging air is taken from the impeller on the side of the vanes through the annular opening I9 and passes from the volute through pipe connection 20 into the vortex chamber 2|. This chamber is shaped as a spiral and causes the air` to form a whirl rotating on its way to the cylinder as it passes through the cylindrical passage 22. Through centrifugal force the flow of the a-ir 45 rapidly expands in a radial direction as soon as it passes along the curvature of the valve and thus lls out the corners of 'the upper cylinder portion forming a rapidly rotating eddy and sweeping the spent gases downwardly without mixing to any great extent with the spent gases. This is a great advantage over any other scavenging arrangement known to me, because practically no scavenging air will escape with my arrangement through the exhaust ports. The timing of the valve is such that the exhaust ports are opened first, giving the spent gases time to expand rst through the exhaust ports and after a suiiiciently low pressure is reached the scavenging air is admitted and sweeps the remainder of the spent gases in a stratied relation ahead of them and through the exhaust. By having the valve |3 in a substantially central position with relation to the cylinder axis the eddy of the scavenging air is of a very uniform character with a closed surface at the bottom.

The shape of the vortex chamber 2| gives the entering air a rotation in a direction, say clockwise, when looking on the cylinder from the top. In this same direction enters the supercharging air through ports 23 which are placed in atangential direction either around the entire periphery of the cylinder, or part thereof. The air jets issuing from these ports 23 will support the rotation of the air which is already in the cylinder and the entire air charge (scavenging and supercharging air) will rotate at high speed, sufficient to assure a complete combustion.

The supercharging air ports 23 communicate with chamber 24 which on the other s ide communicates through nozzle 25 and valve 26 and pipe 28 with the high pressure discharge of the blower at 21.

The crankshaft may be journaled in any conventional bearing 28a which is carried by the crank case housing cover 6. 'Ihe impeller hub 29 is rotating either directly on the shaft 9 or on a bearing surface carried by the crank case cover 6 (as shown).

The supercharging air inlet valve 26 to the cylinder is controlled by any desirable valve gear mechanism from the shaft of the engine, and preferably I place a part of this valve gear within the air chamber 21 and pipe conduit 28.

Fig. 6 is a fragmentary section through a wobble plate engine cylinder with opposed pistons and a fully balanced double suction impeller delivering air at two different pressures and driven by an exhaust turbine combined with an ejector.

To the engine cylinder 3| is tted a sleeve valve 32 which performs an oscillating and a reciproeating motion.

On the outside of the cylinder, preferably surrounding the same are four annular chambers: 33 is the scavenging air chamber, 34 the supercharging air chamber, 35 exhaust chamber of the ejector and 36 exhaust chamber for the turbine. The air chambers 33 and 34 open towards the inside of the valve sleeve 32 through annular passages or slots 31 and 38, while chamber 35 communicates with the sleeve interior through a plurality of ports 39 and chamber 36 through a set of ports 40. I

Fig. 7 is a cross section through a wobble plate cylinder group, each cylinder being of the type as shown n Fig. 6. 'I'he cylinder at the bottom of Fig. 7 is a section through the intake slot 31 and ports 4| of the sleeve valve, the cylinder or. the right is a section through intake slot 38 and the full sleeve 32, the cylinder on top is a section through ports 39 and 42 and the cylinder on the left is a section through ports 43 and 40.

The cylinders are connected by conduits 44 so that all chambers 33 of all cylinders are interconnected, also all chambers 34 of all four cylinders and all chambers 35 and chambers 36 are interconnected and each of such groups has a common inlet (or outlet) for similar chambers. The four interconnected chambers 33 have their inlet at 45,

the chambers 34 at 46, the group of chambers 35 their common outlet at 41 and the group 36 at 48. On shaft 49 are placed the cams 50 and 5|. Cam 50 moves the sleeve 32 from left to right by means of the roller 52 and cam 5| oscillates it by means of roller 53.l To the sleeve is attached a spring 54 in such a way that it moves the sleeve from right'to left and in opposite direction to the oscillating motion caused by the cam 5|. This is possible by placing the spring in a position oblique to the cylinder axis in a way in which the spring axis will not intersect the cylinder axis.

55 is the ejector cooperating with the turbine 56 as described in my copending application Ser. No. 476,999.

The turbine drives the blower impeller 58 through shaft 51. The impeller 1s a double suction impeller with vanes extending in radial directions from the shaft 51 with which the impeller rotates. The vanes having the inlet or leading edges closer to the shaft 51 then than the outlet or trailing edges at which the highest pressure within the impeller is reached, and at which the air leaves the impeller. The surrounding housing forms three collecting chambers or volutes. Surrounding the outside diameter of the impeller blading 59 is the collecting chamber or volute 60, communicating with the inlet 46 of chamber 34. The walls 6| and 62 of the housing have annular openings 63 and 69 through which compressed air may iiow into the collecting chambers 65 and 66 and from there into the common outlet communicating with pipe conduit 45. The improvement of this impeller over that described in my copending application Ser. No. 476,999 consists in that the blades are simpler, by having a smooth outline and can resist a greater centrifugal force, and that by bleeding the impeller on both sides, the impeller is in perfect axial balance.

In order to obtain high turbulence of the charge in the cylinder I place the intake ports 4| in a tangential way as shown in the lowest cylinder section of Fig. '7. 'Ihis causes a counter clockwise rotation of the charge and in order to let the spent gases out with the least resistance and with the least formation of disturbing eddies, I place the exhause ports in the direction of the vortex, that is under an angle opposite to the angle of the intake ports. See upper and left cylinder sections of Fig. 7.

Pistons 61 and 68 are shown in their outer position (outer dead center), the ports 4| and 43 of the sleeve are open and the port 42 and slot 38 are closed.

The operation is as follows:

After an ignition and explosion the pistons move outwardly and the sleeve remains for some time stationary. As soon as the right hand piston end (68) moves over the port 39 the sleeve may register its ports 42 with ports 39 and spent gases iiow into the ejector 55. After the pressure drops down to a desirable point, sleeve 32 closes ports 39 and opens ports 4U allowing spent gases to iiow into the turbine. While ports 39 were open slots 38 and 31 were closed, but as soon as port 43 opens, slot 31 opens simultaneously and scavenging air enters, slot 38 opens on the inward stroke of piston 61 after ports 4| are covered by the piston, and after the other ports 42 and 43 are also closed. Supercharging air of the high delivery pressure from the blower enters and fills the cylinder before any appreciable compression occurs.

Referring to Fig. 1 it may b e understood that the exhaust ports "l2 are set in a direction to re- 75 ceive the gas vortex with the least resistance as described in connection with Figs. 6 and 7.

What I claim is:

1. A blower impeller with a plurality of vanes 'having intake edges and (discharge) edges at which the air leaves the impeller with the maximum pressure which the impeller produces and means to bleed the impeller between the intake edges and discharge edges to obtain a steady ow of air whose pressure is less than the said maximum pressure.

2. A blower impeller in combination with an internal combustion engine, said impeller having a plurality of vanes with intake edges and edges at whichA the air leaves the impeller with the maximum pressure which the impeller produces, means to bleed the impeller between the intake and the discharge edges land means to deliver the air so bled to an endof a cylinder of the engine for scavenging the cylinder, the bled air being of less pressure than said maximum pressure.

3. In a power producing device, the combination of an internal combustion engine with a single impeller blower with vanes having inlet and outlet edges, means to collect air from the impeller which has passed the outlet edges, means to deliver such air to the engine for supercharging, means to bleed the impellerbetween the inlet and outletedges and means to deliver such bled air to the engine for scavenging, the scavenging air leaving the impeller at lower pressure than the supercharging air.

4. In an internal combustion engine thel combination of an engine cylinder with a blower having a single impeller, a vane in said impeller with a leading and a trailing edge, means to deliver atmospheric air to the leading edge, means to gradually increase the pressure of the lair while ilowing from the leading edge towardsv the trailing edge, means to deliver air that has the trailing edge at predetermined pressure into the cylinder at one end of the piston stroke, means to bleed the impeller at a place locatedbetween the trailing l and the leading edges and means to deliver such bled air into the cylinder at the other end of the stroke, the

bled air being of lower pressure than the predetermined pressure.

5. A centrifugal fluid impeller comprising vanes, each having a leading and a trailing edge and rotating in a housing, means to draw air on both sides ofthe housing into the impeller, means to raise the pressure of air so drawn to a predetermined pressure at the trailing edge and means to bleed the impeller of a part ofthe air between said leading and trailing edge at a pressure lower than the predetermined pressure. l

6. In an internal combustion engine having a centrifugal blower for supercharging the cylindersV of the engine with air, the blower consisting of a single impeller delivering the supercharging air through its periphery towards they engine, means to bleed the impeller of the blower and delivering the bled air into the cylinders of the engine at the same time as 'the supercharging air is delivered but at lower pressure than such supercharging air. j

7. An internal combustion engine in combi- 70 nation with a centrifugal blower, having a sinof the' vanes through an annular opening in the housing.

8. An internal combustion engine ,with solid fuel injection, having an air inlet at one end.

of a cylinder barrel and an exhaust at the opposite end of the cylinder barrel, in combination with a centrifugal blower supplying air to the engine for combustion and having a single impeller, means to extract air of predetermined pressure from the impeller and delivering it to the engine cylinder through the said air inlet for scavenging and another inlet in the cylinder, located close to the exhaust port for admitting combustion air from the blower of higher pressure than the predetermined pressure.

9. An internal combustion engine with solid fuel injection having an air inlet at the outer stroke end of the cylinder barrel and an exhaust port at the opposite end of the cylinder barrel, in combination with a centrifugal blower for supplying air of predetermined pressure to the engine through the said inlet for combustion and for sweeping the spent gases through the exhaust port, a second inlet in the cylinder located near the exhaust port for admitting combustion air of higher pressure than the predetermined pressure, both the higher pressure and the pre- `determinedpressure air being produced by the same impeller of the blower.

10. In a power producing device the combination of a reciprocating internal combustion engine having a cylinder, with a single stage centrifugal blower, a scavenging poppet valve and a supercharging port located at opposite cylinder ends and means for delivering low pressure scavenging air from said blower through the poppet valve and high pressure supercharging air through the port into the cylinder.

11. In a power producing device, the combination of a reciprocating internal combustion en'- gine having a. cylinder, with a single stage Vblower, a scavenging poppet valve and a supercharging port located atopposed cylinder ends, and means for delivering low pressure scavenging air from said blower through the poppet valve and h'igh pressure supercharging air through the port into the cylinder, the poppet valve being located in the cylinder head.

12. An internal combustion engine in combination with a centrifugal blower, having a single impeller with vanes each having a leading and a trailing edge within a housing, means to deliver air of two diierent pressures into the env gin`e cylinder at substantially opposed ends of the cylinder, the lower air pressure being extracted from the blower impeller between they ROBERT sUczEx. 

